Electric railway signal and safety device



(No Model.) 3 Sheets-Sheet 1. K. KOHN. ELEGTRIG RAILWAY SIGNAL AND SAFETY DEVICE.

Patented Nov; 23, 1897.

FEYERS co. PNOYO-LIYHQ, wuumcm ac 3 SheetsShee-t 2.

K. KOHN. ELECTRIC RAILWAY SIGNAL AND $AFETY DEVICE.

(No Model.)

Patented Nov. 23, 1897'.

afkozmeqo (No Model.) 4 3 Sheets-'-Sheet 3. K. KOHN. ELECTRIC RAILWAY SIGNAL AND SAFETY DEVICE.

No. 594,256. Patented Nov. 23, 1897.

wiimeww vvuamtcz NITED STATES PATENT Enron.

KOBY KOHN, OF SEW'ARD, NEBRASKA.

ELECTRIC RAILWAY SIGNAL AND SAFETY DEVICE.

SPECIFICATION forming part of Letters Patent No. 594,256, dated November 23, 1897. Application filed March 8, 1895. Serial No. 540,970. (No model.)

To all whom it may concern:

Be it known that I, KOBY KoHN, a citizen of the United States, residing at Seward, in the county of Seward and State of Nebraska, have invented certain new and useful Improvements in Electric Railway Signal and Safety Devices, of which the following is a specification.

This invention relates to automatic electric railway safety and signal devices; and it consists, substantially, in such features of improvement as will hereinafter be more particularly described.

The invention has for its object the establishment of electrical communication between trains or locomotives on the same track to prevent collisions by trains meeting when traveling in opposite directions and also in like manner to prevent similar accidents at switches, railroad crossings, and drawbridges. To such ends I provide means whereby an audible signal is operated on each locomotive or train,and simultaneously therewith the air-brakes are applied and the throttle-valves are closed.

In the accompanying drawings, Figure 1 is a general plan view of a railway-track, showing also a crossing, a drawbridge, and a switch-track. Also embodied in connection with said track are the conduits and their contained or inclosed conductors, which serve to complete an electric circuit between trains for operating the devices which constitute my improvements. Fig. 2 is a sectional View of the track, taken at any point of the crossin g and representing the blocks for preventin g short circuits between the rails of the two tracks whenever a train or locomotive passes over either one of the tracks. Fig. 3 is an enlarged transverse sectional view of the conduit, showing the construction thereof and also representing the interior arrangements for holding or supporting the conductors therein. Fig. 4 is a side View of the pendent arm from the locomotive which carries the brush for producing electrical contact with the conductors in the conduit Fig. 5 is a vertical sectional elevation of said pendent arm and representing more clearly the construction and arrangement thereof, together with the brush and conducting-wire which passes upwardly through the same. Fig. 6 is an enlarged side view, partly in section, of the mechanism or devices constituting other features of my improvements, the same being arranged in any convenient position upon a locomotive (not shown) or other part of a railway-train. Fig. 7 is avertical sectional elevation of the valve through which steam passes from the boiler for operating the throttle-valve, said View indicating the valve in its normal or closed position. Fig. Sis a similar view representing the position of the valve as reversed or open to permit passage of steam.

In carrying my invention into effect I arrange alongside one of the rails, and preferably between the two rails, a conduit 1, which 7 is constructed of any suitable material and is of any preferred shape in cross-section. Preferably I form the same rectangular and in three separate parts or sections. The side sections 2 2 are formed or provided each at the top with an inwardly-projecting ledge or flange 3, leaving a longitudinal space or opening 4 between the two, while at the lower edges the said side sections are detachably connected to the bottom section 4: by means of angle-pieces 5 and bolts or screws 6.

Located in the bottom of the conduit and about centrally thereof is a shelf 7, which is secured in place by means of screws 8, inserted through the bottom of the conduit from beneath, and on which shelf is laid an electric conductor, which for each block-section extends throughout the conduit and which may be either a continuous conductor for each block-section or else one made up of different lengths or sections arranged at suitable intervals apart throughout the route or circuit covered. Preferably I employ a conductor comprising separate sections 9 of the required length, and adjacent to these I place shorter wires 9, which lap over the spaces between the adjacent ends of the main sections, as well also as a portion of each main section suflicient to stop the trains approaching each other at or near the adjacent ends of the main conductors 9.

As a means for holding the conductor-sections 9 securely in place I provide at suitable points a two-part clamp 10, the lower part 11 of which embraces the shelf 7 and is ICO shaped at 12 to receive the sections, while the upper part 13 thereof is also adapted at 14 to fit the sections and is formed or provided with legs or pendent members 15, which embrace the corresponding members 16 of the lower part, the two parts of the clamp being held together and secured to the shelf by means of bolts 17 and nuts 18. Preferably the longitudinal space or opening in the top of the conduit is alittle off from the center, or, in other words, is nearer one side of the conduit than the other.

At the ends of track-sections or at railroadcrossings, where it is necessary to separate the conductor-sections 9 and their conduits, suitable circuit-wires are employed, as shown in Fig. 1, and the conduits are also made flaring at the ends, so as to facilitate the entrance of the arm hereinafter described. Also at crossings and switches I employ blocks 8 8 and 9 of a height a little greater than the rails, and which prevent short circuits between the rails of the two tracks whenever a train or locomotive is passing over, since they serve to elevate the pendent arm slightly and cause its brush to jump the rails of the track without coming into contact with them. The outer blocks 8 8 are inclined, so as to carry the end of the arm into the conduit in a gradual manner.

I will now proceed to describe the devices located and arranged upon the locomotive or other part of the railway-train.

The locomotive or-other part is provided with a small magnetic generator at, which is so placed as to have power transmitted thereto, and inasmuch as the said generator is of well-known form and usage no especial reference thereto will be made further than to say that the same has two sets of windings on its armature, the one to supply a continuous current and the other a reversing-current.

The binding-posts of the operating-circuit are indicated at b b, from one of which leads a circuit wire 0, the opposite terminal of which is connected to a plate d, suitably held in position. From the other one of said posts leads a circuit-wire c, the opposite terminal of which connects with the coil A of an electromagnet A while branching from said wire c at c is a branch wire c, having its other terminal fastened to an electric signalbell J. Leading also from this bell is another circuit-wire g, the other terminal of which connects with a contact-point h, and branching from said wire 9 is a wire f, which connects with the coil A of the electromagnet referred to.

The binding-posts of the reverse circuit are indicated at 'm m, and from the former of which leads a circuit-wire n, having its opposite terminal connected with the coil B of an electromagnet q. From the latter one of said posts leads the other circuit-wire n, the terminal of which is in electrical connection with a pendent arm on the car and hereinafter referred to. Leading from the axle or some other part of the car also is another conducting-Wire 1", having its opposite termi nal in connection with the coil B of said magnet q. An alternating current being employed, the coils B B of the electromagnet 1') will of course be magnetized in accordance with the direction followed by the current and will be reversely magnetized or the polarity changed on the reversal of the current.

Formed with or attached to an armature C and at the end thereof over coil B is an arm .9, which is attached by means of a pin or projection 8, said arm being normally held against the upper end of a vertically-disposed flat spring 16, the latter being attached to the plate cl, already referred to,and the said spring being provided with an electric contact 7.6 opposite the contact h, to which the terminal of wire g is connected. As soon as the alternating circuit is closed the armature O is vibrated to release the Spring?! to close the contacts to h, which remain closed until the arm t is forcibly withdrawn by the arm 1;,which is mechanically operated from the piston 29. The armature O is held from vibration by the spring-arm 25 until it is withdrawn, when the armature C is restored to its place to engage t by the springs at each end of the armature. By the operation of certain parts hereinafter described the arm '0 is caused to restore the springt and separate the contacts 7?. and to after the spring has once been released. It will thus be seen that the course of the continuous or operating circuit is from one of the posts Z) at the generator through wire 0 to plate (1, through spring 2f, contact-points h u, wire g, through branch f, to coil A of magnet A coil A to wire 6, and back to the generator. The bell J, being in connection with wire 6 through branch c, is of course signaled or sounded when the circuit is established by the contacting of h and u in the manner hereinafter more fully explained.

D represents a cylinder, which, as shown, is provided at each end with a head 25, secured in place by suitable screws 26, which heads are of course to be steam and airtight. The outer head, or the one at the left, is provided with a central opening and a stutfing-box 27, through which projects and works the outer end of a piston-rod 28, carrying on its inner end a piston 29, which closely fits and works within the cylinder 1). The piston is screwed upon the piston-rod, and is held in place upon said rod by means of a nut 30, and the outer end of the rod at the left of Fig. 6 is formed or provided with a nut or cap 31, notched or cut out at 32 and forming a movable connection with a pivoted or swinging arm 33, having its axis upon a pin in the end ofa projection 35 from a hanger E, held loosely on the piston-rod 28 beyond the outer end of the cylinder D. Said hanger is provided with a bracket 36, having a rod 37, that is guided in the adjacent cylinder-head, and said swinging arm 32 at its lower end is designed to come into contact with a catch 38, which is connected with the throttle-valve in any suitable way and normally holds said valve locked or engaged to whichever position it may be moved by the operator. It is understood that the engineer moves the throttle-valve to any desired position on releasing said catch by hand, and when the throttle is open more or less and the circuit is closed by an approaching train the same action is effected mechanically by the operation of the parts to close the throttle. For instance, we will suppose the parts to be drawn out to the position indicated at the left of Fig. 6 in dotted lines. If now the circuit be closed, steam will enter the cylinder and the piston 29 will be carried forward. In this movement of the piston the spring 39 will be compressed and the arm 32 will be swung to carry its lower end against the catch 38,and the throttle-valve will be thus released and be caused to be closed by the movement of the parts described to the position shown in full lines, Fig. 6.

In Fig. 6 the dotted lines show the position of the parts when the piston has just commenced its inward movement and has operated the catch 38, while the full lines show the relation of the parts when the piston has reached its innermost position and released the catch 38. Leading from the said cylinder D at near the outer end thereof is a pipe 40, which extends alongside of the cylinder for a suitable distance and communicates with the outlet 41 of a valve-casing F, which supplies steam to said cylinder from the boiler of the locomotive. As shown in Fig. 6, said valve-casing is located or arranged intermediate of the sets of magnets A A and B B and is supported or held in position in any suitable manner. Said valve-casing is constructed of a hollow cylindrical shell 42 (see Figs. 7 and 8) and is provided with an inletopening l3, an outlet-opening l1, and an exhaust-opening 45, while within the same is contained the solid rotary valve 46, formed with a diagonal port 47, extending all the way through the same and being slightly widened or flaring at the lower end. The said valve has its hearings in the casing by means of a spindle 48, passing through and projecting at the ends, and in Fig. 7 this valve is shown in its normal position, or rather closed to the inlet or passage of steam to the cylinder D and open to the exhaust. This is the position always occupied by said Valve until the same is caused to be brought to a reverse position by the effect produced on the operating devices by theclosing of the circuit between trains. In Fig. 8 the valve is shown in the reverse position, to which it is brought by the action of the electrical devices, as will hereinafter appear. In the one instance it will be seen that the valve is open to the pipe 40 and to the exhaust, but closed to the inlet of steam. In the other the valve is reversed and is open to both the inlet and pipe 40, but closed to the exhaust. As has already been stated, the valve 46 supplies steam from the boiler to the cylinder D, again exhausts the which is formed or constructed with a notch 54:, in which engages the catch k formed on the projecting end of the armature h and the vertical arm of said lever is movably connected at its upper end with the end of a rod 545, which in turn is in movable connection with the end of a vertically-disposed lever 55, pivoted at 56. The said lever 53 has secured thereto the arm 2;, with which to pull back the spring t and separate the contacts to and h, as will hereinafter appear. The lower and shorter arm of said lever 55 is also in movable connection with a short rod 58, passing through an opening 59 in the inner head of the cylinder, and surrounding said rod within the cylinder and having its bearings between a nut on the rod and the cylinder-head is a spring 60, the said spring being held under tension normally with the tendency to throw the upper end of lever 55 to the right.

Formed with or attached to the lower end of the lever 55 is a tappet 60, having a downwardly-projecting portion 61, which in the normal position of the parts is disposed immediately behind the upper end of a lever 62, carried by the spindle 63 of the air-controlling valve. Said lever 62 is in two parts joined together at 64 by a rule-joint,'which permits the upper part 65 to be tripped or thrown inwardly or toward the adjacent cylinder-head independent of the lower part; but when said lever is turned outwardly or in the opposite direction both parts move together. A pin 66 isseeured in the side of the valve-casing and prevents forward movement of the lower part of the said lever, and when the' upper part 65 is thrown in the direction of the cylinder it is against the action of a spring 67, which immediately restores said upper part to its vertical position. An additional spring 68 is secured to the casing and bears against and restores the lever to position after it has been thrown outwardly by the tappet, as will hereinafter appear.

IIO

Pendent from the locomotive or other part of the train, at a point corresponding to the opening or space in the conduit hereinbefore referred to, is an arm 70, which, as shown, is provided with a wire 71, passing through the same and connecting with the conductor 02 of the reversing-current hereinbefore described. The lower end of the wire 71 is in contact or connection with a brush 72, which is insulated from the arm at 73 and which contacts with the conductor-sections 9 inthe conduit at the time the train passes; The said arm is provided at its upper end with journals 74, which swing in bearings formed in the two sides of a block 75, which is likewise provided with journals 76, arranged at right angles and swinging freely in brackets 76, secured to the under side of the locomotive. In this way it will be seen that the arm is capable of swinging or yielding in either direction without liability of being broken and is also better adapted to the rounding of curves.

The circuit-wires located at the crossing are represented at a: a; a: 13, and they connect with the conductors 9 in the conduits on each side of the crossing. At the drawbridge 90 an ordinary circuit-closer 91 is arranged, and adjacent to the switch-rail is also an ordinary form of electric switch, from which lead the conductors 22, connecting also with the conductors 9 9 on opposite sides of said switchrail. In this way it will be seen that the engineers of trains will also be notified if the switch or drawbridge is open, and thereby avoid danger.

From the foregoing it will be understood that on each locomotive there is a portion of the reversing-current,starting from the wheel on the track-rail and including the automatic operating devices and ending at the brush 70, hearing on the conductor 9 in the conduit 1, and the circuit is only completed on either locomotive when two trains approach each other on the same block'section.

The circuits having been. previously traced, the operation is easily understood. When two trains thus provided with the automatic devices referred to approach each other on the same block-section, the circuit is completed on each train and the magnetic coil B becomes energized, thus attracting the armature C and releasing engagement of the latter with spring 2, causing the closure or bringing together of the contacts at h. The circuit is then through if d and wire 0 to one pole I), back from the other pole b to coils A and A, (including the signal J,) as already explained, and the armature 7L2 will be attracted downwardly, thus releasing the engagement of its hook h with the notch in the lower arm of the lever carried by the spindle of the valve 46. As soon as this armature releases the lever the action of the spring throws the upper end of lever55 outwardly,thereby turning the steamvalve on its axis and causing its port to register, so as to admit steam into the cylinder D by the connection described. At the same time the lower end of lever 55 is drawn inwardly and the tappet carried thereby depresses or throws the upper portion of the lever 62, as shown in dotted lines, without affecting the air-valve G. The steam entering which sounds the bell.

ward by the piston the tappet 60 on the lower end of lever 55 strikes the upper end of lever 62, carrying the same outwardly, and the air-valve is thereby turned to admit air for applying the brakes, the leverbeing restored to position by the reaction of spring 68, and the valve again closed to the admission of air. After the parts have been operated and have become reset the same operation will take place on the approach of two trains in a similar manner, and, as before stated, the piston and its rod, together with the devices for operating the throttle-valve,will always occupy a position proportionate to the extent to which the throttle-valve is brought by the engineer.

It will be understood,of course,that various immaterial changes could be resorted to and still be within the scope of my invention, and therefore I am not limited to the precise details of construction and arrangement shown.

lVhat Iclaim is 1. The combination with an electric conductor alongside the track, and devices on the train maintaining electric contact with said conductor, of the steam-valve 46, the lever carried by the spindle of said valve, the armature engaging said lever, the coils A, A, and the wire connections for energizing the same, the rod 58, normally pressed outward, and pivoted movable connections between said rod and the upper end of said lever, substantially as described.

2. The combination with an electric conductor alongside the track, and a pendent swinging arm on the train carrying a brush maintaining electric contact with said conductor, of the steam-valve 46, the lever carried by the spindle of said valve, the armature engaging said lever, the coils A, A, and the wire connections for energizing the same, the rod 58 normally pressed outward, and pivoted movable connections between said rod and said lever, substantially as described.

3. The combination with the throttle-valve of an engine, of the steam-valve 46 and its casing, the lever carried by the spindle of said valve, the armature engaging said lever, the coils A, A, and the wire connections for energizing the same, the rod 58, normally pressed outward, pivoted movable connections between said rod and lever, a steamcylinder communicating with the valve-casing, a piston working in said cylinder, and connections between the said piston and throttle-valve, substantially as described.

4. The combination of the steam-valve 4G, and its casing, the lever carried by the spindle of said valve, the armature 7L2 engaging the lower arm of said lever, the coils A, A, and the wire connections for energizing the same, the rod 58 normally pressed outward, and pivoted movable connections between said rod and the upper end of said lever, substantially as described.

5. The combination with the steam-valve 46, and the throttle-valve of an engine, of the cylinder D, the piston and its rod, the hanger formed with the bracket and having the guide-rod 37, the pivoted arm operating the throttle-valve, and the nut or cap on the end of the piston-rod forming a movable connection with said pivoted arm, and the spring 39, all operating substantially as shown and described.

6. lhe combination with the steam-valve 40, and its casing, of the lever 53, the coils A, A, the armature engaging said lever, the rod connecting the upper end of the lever, the vertically-disposed lever movably connected to the rod, the piston 29, and cylinder, the rod 58 normally pressed outward, means for energizing the coils, and a pipe leading from said valve to one end of said cylinder, substantially as shown and described.

7. The combination of the steam-valve, the lever connected therewith, a stean1-cylinder communicating with the steam-valve, a pis ton in the cylinder and devices connected therewith leading to the throttle-valve, a spring-pressed rod,and electrically-controlled devices for engaging and releasing said lever, substantially as described.

8. The combination of the steam-valve, the lever connected therewith, a steam-cylinder communicating with the steam-valve, a piston in the cylinder, and devices connected therewith leading to the throttle-valve, a springpressed rod, and a pivoted lever and a rod connecting said spring-pressed rod with the lever connected with the steam-valve, and electrically-controlled devices for engaging and relasing said latter lever, substantially as described.

9. The combination with the steam-valve and its lever 53, and electrically-controlled devices engaging and releasing said lever, of the connecting-rod 549, the pivoted vertical lever movably joined to said rod, a springpressed rod operating said lever in one direction, and a steam-pressed piston for resetting said parts, substantially as described.

10. The combination with the steam-valve and its lever 53, and electrically-controlled devices engaging and releasing said lever, of the connecting-rod 54", the pivoted vertical lever movably joined to said rod and having the tappet at its lower end, a spring-pressed rod operating said lever in one direction, and

a steam-pressed piston for resetting said parts, the air-valve, the two-part lever with a spring pressing against the upper part in one direction, and the restoring-spring for said lever, substantially as described.

11. The combination of the steam-valve, the cylinder, a pipe leading from said valve to said cylinder, the rod 58, and its spring,'the vertically-disposed lever movably connected at its lower end to said rod, the rod 54*, and the lever carried by the spindle of the Valve, the armature engaging said latter lever, the coils A, A, and means for energizing the latter to release the armature, substantially as described.

12. The combination of the air-valve, the jointed lever carried thereby, the spring for restoring said lever after the valve hasbeen shifted, the spring pressing against the upper joint of said lever, and a tappet and springpressed piston for operating said valve, substantially as described.

13. In electric signal and safety devices embodyin g a pendent arm on a train in electrical contact with a conductor alongside the rails, the conductors disconnected at suitable points beyond the rails at a crossing, and the blocks 8, 8 and 9 arranged between the rails intermediate the ends of the conductors, substantially as shown and for the purpose de scribed.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

KOBY KOHN.

Witnesses:

J. J. THOMAS, H. A. GRAFF. 

